kennedy



se t. 15,'192s. I Re. 16,166 DUM. KENNEDY SIGNAL SYSTEM 1 ori inuyned llay 11 191s sneak-sheet 1 INVENTOR. DcwgM/ivzxzci zjs ATTORNEY.

Sept. 15, I925. R 16,166

Y D. M. KENNEDY 51mm, sys'mu' drigixml Filed May 11 1916 :5 Sheets-Sheet 2 IN V EN TOR.

W Q $5 ATTORNEY.

Sept. 15, 1925 I Re D. M. KENNEDY SIGNAL SYSTEM Origin; Filed Hay 16 sfiwtFsh'" 3 flea; BY I pATTQRNEK I Reissued Sept. 15, 1925."

. UNITED STATES (PATENT OFFICE.

' DEWEY m. KENNEDY, or snnncn FALLS, NEW 101m.-

\ v SIGNAL SYSTEM.

Original No. 1,349,001, dated August 10, 1920, Serial No. 96,902, filed Ia'y 11.1916. I Application for v reissue filed- January 17, 1921. Serial No. 438,005.

To allwlwm it may concern:

Be it lmown that I, Dnwnr M. KENNEDY,

i a citizen of the United States, and a resident of Seneca Falls, in the county of Sen- 5 eca and State of New York,have invented certain new and useful Improvements in Signal Systems; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, form' ing a part of this specification, and to the reference characters marked thereon. Y My invention relates to signal systems and particularly to electrically controlled railby-moving trains crossing or approaching a highway. One of the objects of the inven- 1 normally in clear position and adapted; to be I operated to danger, position by an approaching train, said signa-l being connected with a second signal for signalin second signal being adapte to operate only i after the highway signal has been operated.

.- A still further object of the invention is to provide a highway crossing signal adapted to be operated from clear to danger position .by an approaching train and back to clear 1 position when the train passes said crossing.

To these and other ends the invention-con? tions of parts all as will be hereinafter more fully described, the novel features being pointed out in the claims at the end of the specification; 5 In the drawings:

the relative positrain signals;

highwa crossing showing -tions 0 he highway an Fig. 2 is a view illustrating in section the circuit closing andbreaking mechanism diagrammatically arranged and connected for by a train passing over thgnechm,

road crossing signals adapted to be operated normally in clear position the train, the

Figure 1 is a diagrammatic, plan view of a.

Fig. 6 is a detail plan view ofthe highway signal and circuit controlling mechanism for the same;

' Fig. 7 is a detail view showing a portion 7 of the highway signal operating mechanism in its initial locking'posltlon;

' Fig. 8 a similar view showing the mechanism in unlocked position, but closely approaching its locked position;

Fig. 9 is a longitudinal sectional view through the lamp box taken on line H of Fig. 5;

Fig. 10 is a detail sectional view taken on line b b of Fig. 6 with the highway signal moved to danger position, and

Fig. 11 is a similar sectional view taken with the signal moved toclear position.

Similar reference characters throughout the several views indicate the same parts.

In .carrying out my present invention I provide a system of electrically controlled train and highwaycrossing signals, the latter being adapted to be operated upon the closing of an electric circuit by some portion of a; moving train approaching the crossing, and the former by the operation of the highway signal.

I provide a highway signal embodying -an arm or paddle normally held at clear --sists in certain improvements and combina-g :by gravity and also fitted with clear and danger lights, together with a train signal a suitable distance'down the track from the crossing and normally held by gravity at danger. There is a normally open electrical switch down the track thatis first instantaneously closed by the train to set up a more lasting circuit throu h an actuating motor for the highway signal. is this signal moves to danger position, it closes a circuit through its own danger light.- In circuit with this light is a device controlling the circuit of anoperating mechanism for moving thetrain signal to clear, the

idea. being that by utting the highwa light and signal i n ..ci rcuit1with' thetra signal control, any failureof the highway signal to operate for any reason will extend to the train signal and cause the train to proceed only withcaution against its signal. In the neighborhood of the crossing is a second train-actuated and normally closed switch in the circuit established in the first instance by the normally open track 'n'al and all other circuits are broken and switch. When the train reaches this second switch and opens it, the highway s1g' allparts returned to normal. In comiection with the operating motor for the highway signal is necessarily employed a means whereby the motor is cut out of the circuit automatically when it has moved thesigsuitable projection carried by the train and arranged tocontact with said mechanism. Referring to the drawings by nu-- merals, 1 represents a road or highway which shown as crossing a railway track'2. A

highway signal 3 is shown at the crossing and a train signal 4 ispositioned a suitable distance from the crossing as indicated in Fig. 1. The train signal 4.normally remains at danger position and is thrown to'clear position when a. wheel 5 of an approaching train depressesa circuit closing member 6, provided the circuit controlling the highway signal 3 and. the mechanism for operating the sig- -nal are in working condition. If, however,

said'mechanismbecomes inoperative for any reason the train signal 4 Wlll remain 1n dan ger position thereby indicating to the engineer that he is to proceed cautiously or stop the train according to whatever rules he may 'be working under. If the engineer receives a clears'ignal and proceeds across the highway the train will operate a circuit breaking member 7 and the signals 3 and 4 will be returnedto normal position in a manner and 14 broug t which will presently be described. The highway signal 3 is shown 'at danger position in Fig. 5 and the train signal at clear posit1on in Fig. 3. The highway signal is piv-' otally mounted upon spaced upright members 8 connected at their upper ends by a shaft or bolt 9 having reduced ends 10 extending through the u right members and rigidly secured thereon iy the nuts 11. The shaft is preferably provided with reduced bearing portions adapted to pivotally receive the spaced si al'supiporting frame "bars 13 toget er and connected upon opposite sides of the shaft as indicated in at ts points of connection with the bar 14, wh1le the latter is extended to receive a coun terbalancing weight 14 at one end and the signal 3 at the other end. The signal com-- prises acylindrical' lamp box 15 having centrally positioned spaced openings 16 ar,-

ranged to be covered interiorly of the box by a transparent ringf17 preferably formed 'of glass adapted to permit the, illumination of the sign boards or plateslS'by the lamps 19 which, in the present instance, are the white lights which are arranged-to be lighted when the signal is in a clear position. Reflecting rings 20 are positioned upon opposite sides of the lamps 19 as shown in Flg. 9 for throwing the light upon the sign boards to illuminate the same. Anyisuitable words closed by means of the transparent plates h as shown in Fig. 9. The operating mecha nism for moving the'highway signal is preferably inclosed in a box or casing 26 and comprises an electric motor 27 upon the shaft 28 ofwhichis mounted a pinion 29 meshing with the teethof a segmental gear plate 30 rigidly mounted upon a shaft 31.- The shaft 31 is provided with a pinion 32 the teeth of which engage avertically positioned track 7 bar 33 which is held in engagement with the pinion by a roller 34 on a shaft 35. The

upper end of the rack bar is pivotally connected at 36 with the frame bar 14as shown in-Fig. 5. Movement of the rack bar downwardly by the operation of the motor will move the highway signal to substantially its lowermost position as shown in Fig. 5, the signal being returned to normal or clear position by the action of the weight/14 when" the gear plate 30 is released from the locked position shown in Fig. 5-in a manner which will presently be described. The operating mechanism for the train signal-4 is the same as that for the highway signal 3 and detail description of the parts will, therefore, not

be necessary. In this instance the rack bar 33 is pivotally connected at- 37 to the arm 38 which is pivoted at 39 to the u ri ht 40. i The arm 38 carries a paddle 41 w 1c is. of y sufficient weight to normally. balance; the

spectacles 42 and hold thesi gnal in danger position when not operated to the position shown in Fig. 3 by .the motor 43 mclosed v 'within the casing Flg. 6. The bar 13 is preferably terminated Loosely mounted u segment 45 normally held in the position shown in Fig. 8 by a spring 45?, the segment 80 of warning may be placed upon the sign pen the shaft is a r is form being held against a stop pin 46. The segment is with a contact plate 47 carrying the insulating blocks 48 and- 49. Contact fingers 50, 51 and 52 are carried by an insulating block 53, the fingers and 52 being adapted to normally engage the plate 47 as shown in Fig. 8, while the finger 51 engages the insulating block 48. The gear plate 30 is pro- Vided with a pin 54, the normal position of, which isindicated by the dotted circle in Figure 5. Upon operation of themotor the gear plate 30 is rotated and the pin 54 moved into engagement with the segment 45 to lift the segment to the position indicated in Fig. 7, at which time the finger 51 will begin to engage the contact plate 47.

When this is done the magnet 55 will be out into a circuit established through contact finger 51 in a manner hereinafter described. The 'motor 27 is operated when the track switch 6 is closed by an approaching train' in a manner which will be hereinafter described. As the gear plate'30 and pinion 32 are rotated the rack bar 33 is moved downwardly to move the signal 3 to substantially the position shown in Fig. 5. The gear plate 30 is provided with a notch 59 and gpposite the notch a beveled face 60 ture 61 is pivoted at 62 and is normally held in the position shown in Fig. 8 by a spring v63. The armature is provided'with a downward rojection 64 and when said armature is pu led up by the magnet '55 the projection 64 rides upon the beveled, edge .60 of the segment 45 until the segmentis moved to the position shown in .Fig. 5. In

moving the segment to this position the motor 27 is automatically cut.out as the finger 52 passes from the switch plate 47 to the insulating block 49, the gearlplate30 being locked at this time by the projection 64 entering the notch 59 as shown. Positioned upon the frame bars 13 and 14 are insulatingblocks 65 supported by a bar 66 interposedtherebetween. Upon one of the insulating blocks are supported thecontact fingers 67 and 68 which rest upon the rings 69 and 70 respectively. The rings are mounted upon the shaft 9 and are insulated therefrom by the insulatin members 71. A

. similar insulating member 72 is mounted' upon the shaft 9 and carries a ring section 73 which is adapted to be normally engaged by a5 contact finger 74 on one of the, insulat-' ing blocks 65 when the highway signal 3 is in clear or normal position as shown in Fig. 11. adapted to engage the ring section 73 when the highway signal -is moved provide preferably upon opposite sides of the clear signal lamps 19, two series of red downward movement by I provided I upon the segment 45. An arma- A. similar contacting finger 75 is to substan tially extreme danger position as indicated 1 in Figs. 5 and 10. Within the lamp box 151 lamps 77 and 78, the series 77 being connectedjto the contact fingers 68 and ,7 5 by .motor 27 pulls the highway signal 3 to danger position. At such time the magnet 85 serves to close the circuit controlling the motor 43 which operates the train signal 4 to release position as shown inJFig. 3. However, this signal is not operated until after the motor 27 on a separate circuit, has been operated by .closing the switch 6. One end a of the magnet 85 is connected to they contact ring 70 by the conductor 86 and the other end to a conductor 87. With the'highway signal operated to danger position as indicated in Figs. 3 and 4, current will flow through conductor 88, contact segment 73,

finger 75, conductors and 82, lamps 77 and 78, conductors 79 and 81, contact finger 68, conductor 86, magnet 85, and thence through conductor 87, it being understood that conductors 87 and 88 may be connected with any suitable source of current supply. When magnet is thus energized armature 89 which is normally held down by a spring 90, will be pulled up and the circuit controlling the motor 43 will be closed at which time the train signal 4 will be moved to clear position. When the armature 89 1s pulled'up current will flow from conductor 88 through conductor 91, armature 89, contact 92, conductor 93, motor 43, conductor 94 and thence through. conductor 87. With the highway signal in clear position current for lighting the lamps 19 ,will flow through conductor 88, ring segment 73, contact finger74, conductor, 84, lamps 19, conductor 83, contact finger 67, ring 69, conductor 95 and thence through conductor 87. The circuit controlling the highway motor27, as previouslystated, comprises a separate circuit. from that which is adaptedto light the-highway signal lamps and operate the train signal motor 43. The mechanism for controlling the circuit for the motor 27 coin-- prises the circuit closing switch 6 and the circuit breaking switch 7 as well as the mag net 96, and armature 97 The closlng switch 6 comprises a casing 98 provided with a botinsulating material 100 for insulating a contact block102 provided with a groove or slot in which is positioned a slide 103 carrying a contact spring 104 normally resting tom cover plate'99 upon which rests suitable V,

upon the insulatmg materialIOO as shown v in'Fig. 2. The slide 103 is connected with a rod 105 slidably mounted upon the casing 98 and extending therethrough and pivotally connected at 106 to one end of an arched resilient member 107. The other end of the arched resilient member is pivotally connectprisesthe casing 111 and the cover plate 112, the latter being arranged to support the insulating blocks 113 and 114 which carry the slotted or grooved guides 115 and 116 respectively. The guide 115 is adapted to receive a contact slide 117 which-is arranged-to be moved by the slidably mounted rod 118 pivoted at 119 to one end of an arched spring or resilient member 120, The other end of the resilient member is pivoted at 121 to a slidably mounted rod 122 which carries a slide 123 movable upon the guide 116. The slide'123 is provided with a con-' tact spring 124 which normally engages the slide 117 which is movable upon depression of the spring 120 by the wheel of a train going in one direction while the slide 123 is movable upon depression of'the spring by a train going in an opposite direction. Movement of the parts in either case will cause the contact spring 124 toride upon an insulating block 125 carried by the slide 117 at which time the circuit for energizing the magnet 96 will be broken.

- 7 It will be understood .that as the train passes over the resilient member107 and moves the spring 104 to engage the contact 101 that current will flow through conductor 131,,magnet 96, conductor 127, circuit closing mechanism 6, conductors 128 and 129, circuit breaking mechanism 7, conductor 180, contact finger 50, switch plate 47 contact finger 52, conductor 56, motor 27 andthencethrough conductor 126, the conductors 126 and 13.1 beingadapted to be connected with any suitable source for sup:

plying current. This exact icircuit is, however, only temporary and is maintained only while the train wheel 5- is traversing member 107 to. hold track switch 6 closed. Its function is to close a shorter and more lastingcircuit through the motor 27 which circuit is independent of track switch 6 (thou hincluding normally closed track switch -and which shorter circuit is later broken as a result of a completion of the operation of the motor it'selfthrough the actuation of switch plate 45in the manner earlier described. To wit: When the magnet 96 is en.- ergized the armature 97, which is normally held down by the spring 132, is pulled up and as the wheel 5 passes over the resilient member 107 and the latter returnsto normal position the circuit through the closing mechanism through track switch 6 will be broken. At the same time current will flow through conductor 131, magnet 96, con- 27 and conductor 126. However, when the motor has cut itself out by moving segment 47 off of contact finger 52 and onto contact 51 and the current is diverted instead through a circuit including conductors 126 and 58, magnet 55, conductor 57, contact finger 5-1, segment 47, contact finger 50, conductor 130, track switch 7, conductors 129 and 134, armature 97, conductor 133, magnet 96, conductor 131 to battery, the'only remaining' function that is being performed is 'to maintain magnet 55 energized and thus hold the highway signallocked at danger through the continued engagement of armature 61 with gear plate 30 the train passes overthe circuit breakinginechanism 7 at the .highway crossing and the circuit just de- Although I have shown the train signal 4 as comprising a paddle 41 and spectacles 42 it willbe understood that any other suitable type of signal may be substituted and automatically controlled by the operation of the highway signal. The circuit closing mechanism 6 it will be observed is so arrangedthat the same will be operated by a train passing in one direction only, while the circuit breaking mechanism 7 willbe 0p-. erated by a train passing in either direction.

I claim as my invention:

1. In an electric signaling system for railway crossings, a train signal, a crossing signal, electrically controlled mechanism for moving the crossing signal from clear to danger position arranged to be controlled by a train approaching thecrossing, means for characteristically illuminating the crossing signal for danger when moved to danger position and means connected with the illuminatingmeans for operating the train signal, the operation of said last mentioned means being dependent upon the. illumination of the crossing signal. l

2. In an electric signaling system forrailway crossings, a train signal, a'crossing slgnal, means for'mowfig the crossing sig- 11:11 from clear to danger position arranged to be controlled by a train approachln ,th

e c l crossing, means for characteristically .1 umi e I L nating the crossing signal for danger when i mentioned means being dependent upon the railway crossings, or

the train signal, the operation of said last mentioned means being dependent uponthe characteristic illumination of the crossing signal, and means for releasing said signals a apted to be controlled by the train passing the crossing.

3. In an electric signaling system for signal, means imparting movement to the crossing signal arranged to be controlled by a train approaching thecrossing, means for characteristically illuminating the cross- 1 ing signal for danger when moved, andmeans connected with the" illuminating means for operating the tram signal, the operation of said last mentioned means being dependent upon the characteristic illumination of the crossing signal.

4. In an electric signaling sysem for railway crossings, a'train' signal, a crossing .tfignal, means for causing the characteristicv umination of the crossing signal for danger arranged to becontrolled by a train -ap-' proaching the crossing, and means connected with the illuminating means for operating the train signal, the operation of said last illumination of the-crossing signal.

5. In an electric signaling system for railway crossings, a train signal, a crossing signal, electrically controlled operating mechanism for the crossing signal, an, electric circuit for eflecting operation of the crossing signalmechanism controlled by a train approaching the crossing, a normally open electric circuit provided with a magnet L and ada ted to be closed to ,eflect a characteristic anger illumination of the crossing signalwhe'n the latter is operated by said mechanism and a normally open electric circuit for controlling the operation of the train signal arrangedoto be closed by the magnet in the last mentioned circuit.

' 6. In an electric signaling system for railway, crossings, a train signal, a crossing signal arranged to be controlled by a train approaching the crossing, a normall open electric circuit including lamps for e ecting a characteristic illuminationof the crossing signal to indicate danger arranged to be closed upon operation .0 the crossing signal mechanism andqneans connected with said circuit when closed for operating the train signal, the operation of said means being dependent upon the illumination of the lamps'.-

7. In an electrlc signaling system, for railway crossings, a train signal, a movable crossing signal,'electrically controlled operfor said crossing signal ed to be controlled by a train ap-.

atmg mechanism arran proac ing the crossing, electrically controlled operating mechanism for the train si a1, a normal y 0 en electric circuit contaming lamps for i uminating said-crossa tram signal, a crossing nal to clear, of means for operatin highway signal to danger position em ody ing signal to indicate danger and adapted to" ,be closed upon movement of the latter, a

magnet in said circuit, a normally open electric circuit for controlling the train signal operating mechanism arranged tobe closed 7 by said magnet, means for locking each of said signal operating mechanisms upon operation of the same, means controlled by a train'passing the crossing to effect the opening of said circuits and the consequent re-' lease of said locking mechanisms and independent means for returning, each of said signals to normal position.

8. In a highway signalv for railroad crossingsythecombination with a highway signal arm normally at clear, a train'signal normally at dan er and means including an electric circuit or actuating the train sigthe ing a motor,,a normally open train operated switch in the motor circuit, a normally closed 1 train operated switch in the same circuit, a lock for holding the highway sig mil in danger position, means including an electric circuit common to the normally closed .train operated switch for operating said lock, means mechanically operated by the motor for breaking the motor circuit and closing that of the lock operating means, a danger light associated with the highway signal and having a circuit controlling the train signal circuit, and a switch in said danger light circuit closed by the movement of the highway signal to danger position, p

9. In a highway signal for railroad crossings, the combination with a highway signal arm normally at clear, of means for operatingthe highway signal to danger position embodying a motor, a normally open train Loperated switch in" the motor circuit, a norclosed train operated switch in the mally same circuit, a lock for holding the highway signal in danger position, means including an electric circuit common to the normally closed train operated switch for operating said lock, means mechanically operated bytlie motor for breaking. the motor circuit and closing that of the lock operating cir= cuit. Y 1

10. Ina highway signal for. railroad crossings, the combination with a. signal arm normally at clear, of means for o crating said signal to danger position em and a-niotor, drivenmemberfor operating said plate in one direct i9n,an electrically controlled lock for said member, train operated means for energizing the motor to both operate the signal and close the circuit through 'the switch plate to the lock, saiL 'lock'being adapted to in turnactuate the,

switch plate to break the circ uit through the motor,'- and a second tram operated- O y' s 95 a a motor, a switch including a switch plate means for breaking the circuit through the lock to allow the signal and its operating means to return to normal position.

- 11. In a highway signal for railroad crossings, the combinationwith a signalling member normally at clear and embodying a danger light having a circuit closed by the movement of the signalling member to danger position, of a train controlled means for operating the signalling member to danger position, a train signal normally at danger and electrical means controlled by the danger light for operating the train signal to clear.

12. The combination With a highway .a normally open circuit for illuminating the same, of a train-controlled means for closing said circuit, a distant train signal normally at danger, and electrical means controlled by the circuit of the danger light for operating the train signal to clear.

DEWEY M.' ,KENNEDY. 

